U.S. patent number 10,220,835 [Application Number 15/446,380] was granted by the patent office on 2019-03-05 for power control systems and methods for mixed voltage systems.
This patent grant is currently assigned to GM GLOBAL TECHNOLOGY OPERATIONS LLC. The grantee listed for this patent is GM Global Technology Operations LLC. Invention is credited to Robert S. Conell, Scott W. Jorgensen, Bob R. Powell, Jr., Mark W. Verbrugge.
United States Patent |
10,220,835 |
Jorgensen , et al. |
March 5, 2019 |
Power control systems and methods for mixed voltage systems
Abstract
In a vehicle, a first energy storage device has a first direct
current (DC) operating voltage; and a second energy storage device
has a second DC operating voltage. The second DC operating voltage
is greater than or less than the first DC operating voltage the
first DC operating voltage. A switch is connected between the first
and second energy storage devices. A fault diagnostic module, while
an internal combustion engine of the vehicle is shut down,
diagnoses that a fault is present when a voltage of the first
energy storage device is less than a predetermined DC voltage. The
predetermined DC voltage is less than the first DC operating
voltage. A switch control module closes the switch when the fault
is diagnosed. A starter control module, when the fault is
diagnosed, applies power to a starter from the second energy
storage device via the switch.
Inventors: |
Jorgensen; Scott W. (Bloomfield
Township, MI), Powell, Jr.; Bob R. (Birmingham, MI),
Conell; Robert S. (Sterling Heights, MI), Verbrugge; Mark
W. (Troy, MI) |
Applicant: |
Name |
City |
State |
Country |
Type |
GM Global Technology Operations LLC |
Detroit |
MI |
US |
|
|
Assignee: |
GM GLOBAL TECHNOLOGY OPERATIONS
LLC (Detroit, MI)
|
Family
ID: |
63357584 |
Appl.
No.: |
15/446,380 |
Filed: |
March 1, 2017 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20180251121 A1 |
Sep 6, 2018 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W
10/08 (20130101); H02M 7/5395 (20130101); H02P
27/08 (20130101); B60W 20/20 (20130101); B60W
50/14 (20130101); B60W 20/50 (20130101); B60W
10/06 (20130101); B60W 10/26 (20130101); B60L
2210/40 (20130101); Y02T 10/62 (20130101); Y10S
903/907 (20130101); Y10S 903/93 (20130101); Y02T
10/6286 (20130101); B60L 2210/10 (20130101); B60W
2510/244 (20130101) |
Current International
Class: |
B60W
20/50 (20160101); H02P 27/08 (20060101); H02M
7/5395 (20060101); B60W 50/14 (20120101); B60W
10/26 (20060101); B60W 10/06 (20060101); B60W
10/08 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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103837833 |
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Jun 2014 |
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CN |
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104272554 |
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Jan 2015 |
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CN |
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106740849 |
|
May 2017 |
|
CN |
|
102016121819 |
|
May 2017 |
|
DE |
|
477252 |
|
Sep 1993 |
|
EP |
|
WO-2015016966 |
|
Jul 2015 |
|
WO |
|
Other References
First Office Action for Chinese Patent Application No.
201611004689.0 dated Jul. 26, 2018 with English language machine
translation, 8 pages. cited by applicant .
Robert S. Conell et al.; U.S. Appl. No. 14/950,059, filed Nov. 24,
2015, entitled: "Powertrain System with Fault-Tolerant Coasting
Control Logic"; 18 pages. cited by applicant.
|
Primary Examiner: Elchanti; Hussein
Assistant Examiner: Berns; Michael A
Attorney, Agent or Firm: Harness, Dickey & Pierce,
P.L.C.
Claims
What is claimed is:
1. An electrical system of a vehicle, comprising: a first energy
storage device that has a first direct current (DC) operating
voltage; a second energy storage device that has a second DC
operating voltage, wherein the second DC operating voltage is one
of (i) greater than the first DC operating voltage and (ii) less
than the first DC operating voltage; a switch connected between the
first energy storage device and the second energy storage device; a
fault diagnostic module configured to, while an internal combustion
engine of the vehicle is shut down, diagnose that a fault is
present when a voltage of the first energy storage device is less
than a predetermined DC voltage, wherein the predetermined DC
voltage is less than the first DC operating voltage; a switch
control module configured to maintain the switch open when the
fault is not diagnosed and to close the switch when the fault is
diagnosed; and a starter control module configured to, when the
fault is diagnosed, apply power to a starter motor from the second
energy storage device via the switch, wherein the starter motor
rotatably drives a crankshaft of the internal combustion engine of
the vehicle for starting of the internal combustion engine when
power is applied to the starter motor.
2. The electrical system of claim 1 wherein the first DC operating
voltage is approximately 48 Volts and the second DC operating
voltage is 12 Volts.
3. The electrical system of claim 1 wherein the starter control
module is further configured to, when the switch is open, apply
power to the starter motor from the first energy storage
device.
4. The electrical system of claim 1 further comprising a DC/DC
converter configured to, when the switch is closed, convert a first
DC voltage of the second energy storage device to a second DC
voltage, wherein the starter control module is configured to, when
the fault is diagnosed, apply power to the starter motor from the
second energy storage device via the switch and the DC/DC
converter.
5. The electrical system of claim 4 wherein the second DC voltage
is greater than the first DC voltage.
6. The electrical system of claim 4 wherein the second DC voltage
is less than the first DC voltage.
7. The electrical system of claim 1 further comprising: an inverter
module configured to apply power to an electric motor of the
vehicle from the first energy storage device and to charge the
first energy storage device based on power generated by the
electric motor.
8. The electrical system of claim 7 further comprising a generator
configured to generate power based on rotation of the crankshaft
and to charge the second energy storage device with the power
generated by the generator.
9. The electrical system of claim 1 further comprising an engine
control module configured to: when the fault is not diagnosed,
selectively shut down the engine without receiving a user input to
shut down the engine and the vehicle; and when the fault is
diagnosed, only shut down the engine in response to user input to
shut down the engine and the vehicle.
10. The electrical system of claim 1 further comprising a
monitoring module configured to monitor whether the fault is
diagnosed and to illuminate a malfunction indicator light when the
fault is diagnosed.
11. A method for a vehicle, comprising: by a first energy storage
device having a first direct current (DC) operating voltage,
outputting a first DC voltage; by a second energy storage device
having a second DC operating voltage, outputting a second DC
voltage, wherein the second DC operating voltage is one of (i)
greater than the first DC operating voltage and (ii) less than the
first DC operating voltage; while an internal combustion engine of
the vehicle is shut down, diagnosing that a fault is present when
the first DC voltage of the first energy storage device is less
than a predetermined DC voltage, wherein the predetermined DC
voltage is less than the first DC operating voltage; maintaining a
switch open when the fault is not diagnosed and closing the switch
when the fault is diagnosed, wherein the switch is connected
between the first energy storage device and the second energy
storage device; and when the fault is diagnosed, applying power to
a starter motor from the second energy storage device via the
switch, wherein the starter motor rotatably drives a crankshaft of
the internal combustion engine of the vehicle for starting of the
internal combustion engine when power is applied to the starter
motor.
12. The method of claim 11 wherein the first DC operating voltage
is approximately 48 Volts and the second DC operating voltage is 12
Volts.
13. The method of claim 11 further comprising, when the switch is
open, applying power to the starter motor from the first energy
storage device.
14. The method of claim 11 further comprising, by a DC/DC
converter, when the switch is closed, converting a first DC voltage
of the second energy storage device to a second DC voltage, wherein
applying power to the starter motor from the second energy storage
device via the switch includes, when the fault is diagnosed,
applying power to the starter motor from the second energy storage
device via the switch and the DC/DC converter.
15. The method of claim 14 wherein the second DC voltage is greater
than the first DC voltage.
16. The method of claim 14 wherein the second DC voltage is less
than the first DC voltage.
17. The method of claim 11 further comprising: selectively applying
power to an electric motor of the vehicle from the first energy
storage device; and selectively charging the first energy storage
device based on power generated by the electric motor.
18. The method of claim 17 further comprising, by a generator,
generating power based on rotation of the crankshaft and charging
the second energy storage device with the power generated by the
generator.
19. The method of claim 11 further comprising: when the fault is
not diagnosed, selectively shutting down the engine without
receiving a user input to shut down the engine and the vehicle; and
when the fault is diagnosed, only shutting down the engine in
response to user input to shut down the engine and the vehicle.
20. The method of claim 11 further comprising: monitoring whether
the fault is diagnosed; and illuminating a malfunction indicator
light when the fault is diagnosed.
Description
INTRODUCTION
The information provided in this section is for the purpose of
generally presenting the context of the disclosure. Work of the
presently named inventors, to the extent it is described in this
section, as well as aspects of the description that may not
otherwise qualify as prior art at the time of filing, are neither
expressly nor impliedly admitted as prior art against the present
disclosure.
The present disclosure relates to vehicles and more particularly to
electrical power systems of vehicles.
Some types of vehicles include only an internal combustion engine
that generates propulsion torque. Hybrid vehicles include both an
internal combustion engine and one or more electric motors. Some
types of hybrid vehicles utilize the electric motor and the
internal combustion engine in an effort to achieve greater fuel
efficiency than if only the internal combustion engine was used.
Some types of hybrid vehicles utilize the electric motor and the
internal combustion engine to achieve greater torque output than
the internal combustion could achieve by itself.
Some example types of hybrid vehicles include parallel hybrid
vehicles, series hybrid vehicles, and other types of hybrid
vehicles. In a parallel hybrid vehicle, the electric motor works in
parallel with the engine to combine power and range advantages of
the engine with efficiency and regenerative braking advantages of
electric motors. In a series hybrid vehicle, the engine drives a
generator to produce electricity for the electric motor, and the
electric motor drives a transmission. This allows the electric
motor to assume some of the power responsibilities of the engine,
which may permit the use of a smaller and possibly more efficient
engine.
SUMMARY
In a feature, an electrical system of a vehicle includes: a first
energy storage device that has a first direct current (DC)
operating voltage; and a second energy storage device that has a
second DC operating voltage, where the second DC operating voltage
is one of (i) greater than the first DC operating voltage and (ii)
less than the first DC operating voltage. A switch is connected
between the first energy storage device and the second energy
storage device. A fault diagnostic module is configured to, while
an internal combustion engine of the vehicle is shut down, diagnose
that a fault is present when a voltage of the first energy storage
device is less than a predetermined DC voltage. The predetermined
DC voltage is less than the first DC operating voltage. A switch
control module is configured to maintain the switch open when the
fault is not diagnosed and to close the switch when the fault is
diagnosed. A starter control module is configured to, when the
fault is diagnosed, apply power to a starter motor from the second
energy storage device via the switch. The starter motor rotatably
drives a crankshaft of the internal combustion engine of the
vehicle for starting of the internal combustion engine when power
is applied to the starter motor.
In further features, the first DC operating voltage is
approximately 48 Volts and the second DC operating voltage is 12
Volts.
In further features, the starter control module is further
configured to, when the switch is open, apply power to the starter
motor from the first energy storage device.
In further features, a DC/DC converter is configured to, when the
switch is closed, convert a first DC voltage of the second energy
storage device to a second DC voltage. The starter control module
is configured to, when the fault is diagnosed, apply power to the
starter motor from the second energy storage device via the switch
and the DC/DC converter.
In further features, the second DC voltage is greater than the
first DC voltage.
In further features, the second DC voltage is less than the first
DC voltage.
In further features, an inverter module is configured to apply
power to an electric motor of the vehicle from the first energy
storage device and to charge the first energy storage device based
on power generated by the electric motor.
In further features, a generator is configured to generate power
based on rotation of the crankshaft and to charge the second energy
storage with the power generated by the generator.
In further features, an engine control module is configured to:
when the fault is not diagnosed, selectively shut down the engine
without receiving a user input to shut down the engine and the
vehicle; and when the fault is diagnosed, only shut down the engine
in response to user input to shut down the engine and the
vehicle.
In further features, a monitoring module is configured to monitor
whether the fault is diagnosed and to illuminate a malfunction
indicator light when the fault is diagnosed.
In a feature, a method for a vehicle includes: by a first energy
storage device having a first direct current (DC) operating
voltage, outputting a first DC voltage; by a second energy storage
device having a second DC operating voltage, outputting a second DC
voltage, where the second DC operating voltage is one of (i)
greater than the first DC operating voltage and (ii) less than the
first DC operating voltage; while an internal combustion engine of
the vehicle is shut down, diagnosing that a fault is present when
the first DC voltage of the first energy storage device is less
than a predetermined DC voltage, where the predetermined DC voltage
is less than the first DC operating voltage; maintaining a switch
open when the fault is not diagnosed and closing the switch when
the fault is diagnosed, where the switch is connected between the
first energy storage device and the second energy storage device;
and when the fault is diagnosed, applying power to a starter motor
from the second energy storage device via the switch. The starter
motor rotatably drives a crankshaft of the internal combustion
engine of the vehicle for starting of the internal combustion
engine when power is applied to the starter motor.
In further features, the first DC operating voltage is
approximately 48 Volts and the second DC operating voltage is 12
Volts.
In further features, when the switch is open, the method includes
applying power to the starter motor from the first energy storage
device.
In further features the method further includes, by a DC/DC
converter, when the switch is closed, converting a first DC voltage
of the second energy storage device to a second DC voltage, where
applying power to the starter motor from the second energy storage
device via the switch includes, when the fault is diagnosed,
applying power to the starter motor from the second energy storage
device via the switch and the DC/DC converter.
In further features, the second DC voltage is greater than the
first DC voltage.
In further features, the second DC voltage is less than the first
DC voltage.
In further features the method further includes: selectively
applying power to an electric motor of the vehicle from the first
energy storage device; and selectively charging the first energy
storage device based on power generated by the electric motor.
In further features the method further includes, by a generator,
generating power based on rotation of the crankshaft and charging
the second energy storage with the power generated by the
generator.
In further features the method further includes: when the fault is
not diagnosed, selectively shutting down the engine without
receiving a user input to shut down the engine and the vehicle; and
when the fault is diagnosed, only shutting down the engine in
response to user input to shut down the engine and the vehicle.
In further features the method further includes: monitoring whether
the fault is diagnosed; and illuminating a malfunction indicator
light when the fault is diagnosed.
Further areas of applicability of the present disclosure will
become apparent from the detailed description, the claims and the
drawings. The detailed description and specific examples are
intended for purposes of illustration only and are not intended to
limit the scope of the disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
The present disclosure will become more fully understood from the
detailed description and the accompanying drawings, wherein:
FIG. 1 is a functional block diagram of an example engine control
system;
FIG. 2 is a functional block diagram an example electrical system
of a vehicle;
FIG. 3 is a schematic including an example inverter power module;
and
FIG. 4 is a flowchart depicting an example method of diagnosing
whether a fault is present and selectively starting an engine.
In the drawings, reference numbers may be reused to identify
similar and/or identical elements.
DETAILED DESCRIPTION
An internal combustion engine of a vehicle combusts fuel with air
within cylinders to generate propulsion torque. The engine may
output torque to wheels of the vehicle via a transmission. Under
some circumstances, an engine control module (ECM) may shut down
the engine when the driver has not requested shutdown of the engine
or the vehicle. For example, the ECM may shut down the engine
during the auto-stop portion of an auto-stop/start event when the
vehicle is stopped and the driver has applied the brakes (e.g., by
actuating a brake pedal) of the vehicle. As another example, the
ECM may shut down the engine for a sail event while the vehicle is
moving and the driver is not depressing an accelerator pedal.
After shutting down the engine, the ECM later restarts the engine
without the driver requesting starting of the vehicle or the
engine. For example, for an auto-start portion of an
auto-stop/start event, the ECM may restart the engine when the
driver releases the brake pedal. The ECM may restart the engine
when the driver actuates (depresses) the accelerator pedal during a
sail event.
The vehicle includes a first battery having a first operating
voltage (e.g., 48 V) utilized by various electrical components of
the vehicle, such as a starter, one or more electric motors, and/or
one or more other electrical components. Power is generally applied
from the first battery to the starter to start the engine. If the
voltage of the first battery falls below a predetermined voltage
while the engine is shut down, however, the starter may be unable
to start the engine.
According to the present application, the vehicle also includes a
second battery having a second operating voltage (e.g., 12 V)
utilized by various other electrical components of the vehicle,
such as door locks, windows, lights, and/or vehicle accessories. If
and when the voltage of the first battery falls below the
predetermined voltage, a normally open switch is closed to connect
the second battery to a direct current (DC)/DC converter. The DC/DC
converter increases or decreases the voltage of the second battery
to the first operating voltage (of the first battery). Once the
switch is closed, power is applied from the second battery to the
starter to start the engine. This allows the engine to be started,
despite the voltage of the first battery being less than the
predetermined voltage below which the starter may be unable to
start the engine.
One or more other actions may also be taken when the voltage of the
first battery is less than the predetermined voltage. For example,
a diagnostic trouble code (DTC) indicative of the voltage being
less than the predetermined voltage may be stored in memory and a
malfunction indicator light (MIL) may be illuminated. Shutdown of
the engine may also be limited to instances when engine and vehicle
shutdown are requested by the driver, for example, by actuating one
or more ignition keys, buttons, and/or switches.
Referring now to FIG. 1, a functional block diagram of an example
powertrain system 100 is presented. The powertrain system 100 of a
vehicle includes an engine 102 that combusts an air/fuel mixture to
produce torque. The vehicle may be non-autonomous or
autonomous.
Air is drawn into the engine 102 through an intake system 108. The
intake system 108 may include an intake manifold 110 and a throttle
valve 112. For example only, the throttle valve 112 may include a
butterfly valve having a rotatable blade. An engine control module
(ECM) 114 controls a throttle actuator module 116, and the throttle
actuator module 116 regulates opening of the throttle valve 112 to
control airflow into the intake manifold 110.
Air from the intake manifold 110 is drawn into cylinders of the
engine 102. While the engine 102 includes multiple cylinders, for
illustration purposes a single representative cylinder 118 is
shown. For example only, the engine 102 may include 2, 3, 4, 5, 6,
8, 10, and/or 12 cylinders. The ECM 114 may instruct a cylinder
actuator module 120 to selectively deactivate some of the cylinders
under some circumstances, which may improve fuel efficiency.
The engine 102 may operate using a four-stroke cycle or another
suitable engine cycle. The four strokes of a four-stroke cycle,
described below, will be referred to as the intake stroke, the
compression stroke, the combustion stroke, and the exhaust stroke.
During each revolution of a crankshaft (not shown), two of the four
strokes occur within the cylinder 118. Therefore, two crankshaft
revolutions are necessary for the cylinder 118 to experience all
four of the strokes. For four-stroke engines, one engine cycle may
correspond to two crankshaft revolutions.
When the cylinder 118 is activated, air from the intake manifold
110 is drawn into the cylinder 118 through an intake valve 122
during the intake stroke. The ECM 114 controls a fuel actuator
module 124, which regulates fuel injection to achieve a desired
air/fuel ratio. Fuel may be injected into the intake manifold 110
at a central location or at multiple locations, such as near the
intake valve 122 of each of the cylinders. In various
implementations (not shown), fuel may be injected directly into the
cylinders or into mixing chambers/ports associated with the
cylinders. The fuel actuator module 124 may halt injection of fuel
to cylinders that are deactivated.
The injected fuel mixes with air and creates an air/fuel mixture in
the cylinder 118. During the compression stroke, a piston (not
shown) within the cylinder 118 compresses the air/fuel mixture. The
engine 102 may be a compression-ignition engine, in which case
compression causes ignition of the air/fuel mixture. Alternatively,
the engine 102 may be a spark-ignition engine, in which case a
spark actuator module 126 energizes a spark plug 128 in the
cylinder 118 based on a signal from the ECM 114, which ignites the
air/fuel mixture. Some types of engines, such as homogenous charge
compression ignition (HCCI) engines may perform both compression
ignition and spark ignition. The timing of the spark may be
specified relative to the time when the piston is at its topmost
position, which will be referred to as top dead center (TDC).
The spark actuator module 126 may be controlled by a timing signal
specifying how far before or after TDC to generate the spark.
Because piston position is directly related to crankshaft rotation,
operation of the spark actuator module 126 may be synchronized with
the position of the crankshaft. The spark actuator module 126 may
disable provision of spark to deactivated cylinders or provide
spark to deactivated cylinders.
During the combustion stroke, the combustion of the air/fuel
mixture drives the piston down, thereby driving the crankshaft. The
combustion stroke may be defined as the time between the piston
reaching TDC and the time when the piston returns to a bottom most
position, which will be referred to as bottom dead center
(BDC).
During the exhaust stroke, the piston begins moving up from BDC and
expels the byproducts of combustion through an exhaust valve 130.
The byproducts of combustion are exhausted from the vehicle via an
exhaust system 134.
The intake valve 122 may be controlled by an intake camshaft 140,
while the exhaust valve 130 may be controlled by an exhaust
camshaft 142. In various implementations, multiple intake camshafts
(including the intake camshaft 140) may control multiple intake
valves (including the intake valve 122) for the cylinder 118 and/or
may control the intake valves (including the intake valve 122) of
multiple banks of cylinders (including the cylinder 118).
Similarly, multiple exhaust camshafts (including the exhaust
camshaft 142) may control multiple exhaust valves for the cylinder
118 and/or may control exhaust valves (including the exhaust valve
130) for multiple banks of cylinders (including the cylinder 118).
While camshaft-based valve actuation is shown and has been
discussed, camless valve actuators may be implemented. While
separate intake and exhaust camshafts are shown, one camshaft
having lobes for both the intake and exhaust valves may be
used.
The cylinder actuator module 120 may deactivate the cylinder 118 by
disabling opening of the intake valve 122 and/or the exhaust valve
130. The time when the intake valve 122 is opened may be varied
with respect to piston TDC by an intake cam phaser 148. The time
when the exhaust valve 130 is opened may be varied with respect to
piston TDC by an exhaust cam phaser 150. A phaser actuator module
158 may control the intake cam phaser 148 and the exhaust cam
phaser 150 based on signals from the ECM 114. In various
implementations, cam phasing may be omitted. Variable valve lift
(not shown) may also be controlled by the phaser actuator module
158. In various other implementations, the intake valve 122 and/or
the exhaust valve 130 may be controlled by actuators other than a
camshaft, such as electromechanical actuators, electrohydraulic
actuators, electromagnetic actuators, etc.
The engine 102 may include zero, one, or more than one boost device
that provides pressurized air to the intake manifold 110. For
example, FIG. 1 shows a turbocharger including a turbocharger
turbine 160-1 that is driven by exhaust gases flowing through the
exhaust system 134. A supercharger is another type of boost
device.
The turbocharger also includes a turbocharger compressor 160-2 that
is driven by the turbocharger turbine 160-1 and that compresses air
leading into the throttle valve 112. A wastegate (WG) 162 controls
exhaust flow through and bypassing the turbocharger turbine 160-1.
Wastegates can also be referred to as (turbocharger) turbine bypass
valves. The wastegate 162 may allow exhaust to bypass the
turbocharger turbine 160-1 to reduce intake air compression
provided by the turbocharger. The ECM 114 may control the
turbocharger via a wastegate actuator module 164. The wastegate
actuator module 164 may modulate the boost of the turbocharger by
controlling an opening of the wastegate 162.
A cooler (e.g., a charge air cooler or an intercooler) may
dissipate some of the heat contained in the compressed air charge,
which may be generated as the air is compressed. Although shown
separated for purposes of illustration, the turbocharger turbine
160-1 and the turbocharger compressor 160-2 may be mechanically
linked to each other, placing intake air in close proximity to hot
exhaust. The compressed air charge may absorb heat from components
of the exhaust system 134.
The engine 102 may include an exhaust gas recirculation (EGR) valve
170, which selectively redirects exhaust gas back to the intake
manifold 110. The EGR valve 170 may receive exhaust gas from
upstream of the turbocharger turbine 160-1 in the exhaust system
134. The EGR valve 170 may be controlled by an EGR actuator module
172.
Crankshaft position may be measured using a crankshaft position
sensor 180. An engine speed may be determined based on the
crankshaft position measured using the crankshaft position sensor
180. A temperature of engine coolant may be measured using an
engine coolant temperature (ECT) sensor 182. The ECT sensor 182 may
be located within the engine 102 or at other locations where the
coolant is circulated, such as a radiator (not shown).
A pressure within the intake manifold 110 may be measured using a
manifold absolute pressure (MAP) sensor 184. In various
implementations, engine vacuum, which is the difference between
ambient air pressure and the pressure within the intake manifold
110, may be measured. A mass flow rate of air flowing into the
intake manifold 110 may be measured using a mass air flow (MAF)
sensor 186. In various implementations, the MAF sensor 186 may be
located in a housing that also includes the throttle valve 112.
Position of the throttle valve 112 may be measured using one or
more throttle position sensors (TPS) 190. A temperature of air
being drawn into the engine 102 may be measured using an intake air
temperature (IAT) sensor 192. One or more other sensors 193 may
also be implemented. The other sensors 193 include an accelerator
pedal position (APP) sensor, a brake pedal position (BPP) sensor,
may include a clutch pedal position (CPP) sensor (e.g., in the case
of a manual transmission), and may include one or more other types
of sensors. An APP sensor measures a position of an accelerator
pedal within a passenger cabin of the vehicle. A BPP sensor
measures a position of a brake pedal within a passenger cabin of
the vehicle. A CPP sensor measures a position of a clutch pedal
within the passenger cabin of the vehicle. The other sensors 193
may also include one or more acceleration sensors that measure
longitudinal (e.g., fore/aft) acceleration of the vehicle and
latitudinal acceleration of the vehicle. An accelerometer is an
example type of acceleration sensor, although other types of
acceleration sensors may be used. The ECM 114 may use signals from
the sensors to make control decisions for the engine 102.
The ECM 114 may communicate with a transmission control module 194,
for example, to coordinate engine operation with gear shifts in a
transmission 195. The ECM 114 may communicate with a hybrid control
module 196, for example, to coordinate operation of the engine 102
and an electric motor 198. While the example of one electric motor
is provided, multiple electric motors may be implemented. The
electric motor 198 may be a permanent magnet electric motor or
another suitable type of electric motor that outputs voltage based
on back electromagnetic force (EMF) when free spinning, such as a
direct current (DC) electric motor or a synchronous electric motor.
In various implementations, various functions of the ECM 114, the
transmission control module 194, and the hybrid control module 196
may be integrated into one or more modules.
Each system that varies an engine parameter may be referred to as
an engine actuator. Each engine actuator has an associated actuator
value. For example, the throttle actuator module 116 may be
referred to as an engine actuator, and the throttle opening area
may be referred to as the actuator value. In the example of FIG. 1,
the throttle actuator module 116 achieves the throttle opening area
by adjusting an angle of the blade of the throttle valve 112.
The spark actuator module 126 may also be referred to as an engine
actuator, while the corresponding actuator value may be the amount
of spark advance relative to cylinder TDC. Other engine actuators
may include the cylinder actuator module 120, the fuel actuator
module 124, the phaser actuator module 158, the wastegate actuator
module 164, and the EGR actuator module 172. For these engine
actuators, the actuator values may correspond to a cylinder
activation/deactivation sequence, fueling rate, intake and exhaust
cam phaser angles, target wastegate opening, and EGR valve opening,
respectively.
The ECM 114 may control the actuator values in order to cause the
engine 102 to output torque based on a torque request. The ECM 114
may determine the torque request, for example, based on one or more
driver inputs, such as an APP, a BPP, a CPP, and/or one or more
other suitable driver inputs. The ECM 114 may determine the torque
request, for example, using one or more functions or lookup tables
that relate the driver input(s) to torque requests.
Under some circumstances, the hybrid control module 196 controls
the electric motor 198 to output torque, for example, to supplement
engine torque output. The hybrid control module 196 may also
control the electric motor 198 to output torque for vehicle
propulsion at times when the engine 102 is shut down.
The hybrid control module 196 applies electrical power from a first
energy storage device to the electric motor 198 to cause the
electric motor 198 to output positive torque. The first energy
storage device is discussed further below.
The electric motor 198 may output torque, for example, to an input
shaft of the transmission 195, to an output shaft of the
transmission 195, or to another component. A clutch 200 may be
implemented to couple the electric motor 198 to the transmission
195 and to decouple the electric motor 198 from the transmission
195. One or more gearing devices may be implemented between an
output of the electric motor 198 and an input of the transmission
195 to provide one or more predetermined gear ratios between
rotation of the electric motor 198 and rotation of the input of the
transmission 195.
The hybrid control module 196 may also selectively convert
mechanical energy of the vehicle into electrical energy. More
specifically, the electric motor 198 generates and outputs power
via back EMF when the electric motor 198 is being driven by the
transmission 195 and the hybrid control module 196 is not applying
power to the electric motor 198 from the first energy storage
device. The hybrid control module 196 may charge the first energy
storage device via the power output by the electric motor 198. This
may be referred to as regeneration.
The ECM 114 starts the engine 102 via a starter motor 202. The ECM
114 or another suitable module of the vehicle engages the starter
motor 202 with the engine 102 for an engine startup event. For
example only, the ECM 114 may engage the starter motor 202 with the
engine 102 when a key ON command is received. A driver may input a
key ON command, for example, via actuating one or more ignition
keys, buttons, and/or switches of the vehicle or of a key fob of
the vehicle. The starter motor 202 may engage a flywheel coupled to
the crankshaft or one or more other suitable components that drive
rotation of the crankshaft.
The ECM 114 may also start the engine in response to an auto-start
command during an auto-stop/start event or to an engine start
command for a sailing event. Auto-stop/start events include
shutting down the engine 102 while the vehicle is stopped, the
driver has depressed the brake pedal, and the driver has not input
a key OFF command. An auto-start command may be generated while the
engine 102 is shut down for an auto-stop/start event, for example,
when a driver releases the brake pedal and/or depresses the
accelerator pedal.
Sail events may include the ECM 114 shutting down the engine 102
when the vehicle is moving (e.g., vehicle speed greater than a
predetermined speed, such as 50 miles per hour), the driver is not
actuating the accelerator pedal, and the driver has not input a key
OFF command. An engine start command may be generated while the
engine 102 is shut down for a sail event, for example, when a
driver depresses the accelerator pedal. The driver may input a key
OFF command, for example, via actuating the one or more ignition
keys, buttons, and/or switches, as discussed above.
A starter motor actuator, such as a solenoid, may actuate the
starter motor 202 into engagement with the engine 102. For example
only, the starter motor actuator may engage a starter pinion with a
flywheel coupled to the crankshaft. In various implementations, the
starter pinion may be coupled to the starter motor 202 via a
driveshaft and a one-way clutch. A starter actuator module 204
controls the starter motor actuator and the starter motor 202 based
on signals from a starter control module, as discussed further
below. In various implementations, the starter motor 202 may be
maintained in engagement with the engine 102.
In response to a command to start the engine 102 (e.g., an
auto-start command, an engine start command for an end of a sail
event, or when a key ON command is received), the starter actuator
module 204 supplies current to the starter motor 202 to start the
engine 102. The starter actuator module 204 may also actuate the
starter motor actuator to engage the starter motor 202 with the
engine 102. The starter actuator module 204 may supply current to
the starter motor 202 after engaging the starter motor 202 with the
engine 102, for example, to allow for teeth meshing.
The application of current to the starter motor 202 drives rotation
of the starter motor 202, and the starter motor 202 drives rotation
of the crankshaft (e.g., via the flywheel). Driving the crankshaft
to start the engine 102 may be referred to as engine cranking.
The starter motor 202 generally draws power from the first energy
storage device to start the engine 102. The vehicle, however, also
includes a second energy storage device that is also discussed
further below. Once the engine 102 is running after the engine
startup event, the starter motor 202 disengages or is disengaged
from the engine 102, and current flow to the starter motor 202 may
be discontinued. The engine 102 may be considered running, for
example, when an engine speed exceeds a predetermined speed, such
as a predetermined idle speed. For example only, the predetermined
idle speed may be approximately 700 revolutions per minute (rpm) or
another suitable speed. Engine cranking may be said to be completed
when the engine 102 is running.
A generator 206 converts mechanical energy of the engine 102 into
alternating current (AC) power. For example, the generator 206 may
be coupled to the crankshaft via gears or a belt and convert
mechanical energy of the engine 102 into AC power by applying a
load to the crankshaft. The generator 206 rectifies the AC power
into DC power and stores the DC power in the second energy storage
device. Alternatively, a rectifier that is external to the
generator 206 may be implemented to convert the AC power into DC
power. The generator 206 may be, for example, an alternator. In
various implementations, such as in the case of a belt alternator
starter (BAS), the starter motor 202 and the generator 206 may be
implemented together.
FIG. 2 is a functional block diagram of an example electrical
system of the vehicle. The electrical system includes the first and
second energy storage devices (ESDs) 208 and 212 discussed above.
The first and second energy storage devices 208 and 212 may be
implemented within an energy storage device pack 216. The energy
storage device pack 216 may be a predetermined type of energy
storage device packaging, such as an LN series pack specified by
the Society of Automotive Engineers (SAE) or another suitable type
of energy storage device pack.
The first energy storage device 208 and the second energy storage
device 212 are housed within the energy storage device pack 216.
The first energy storage device 208 has a first predetermined DC
operating voltage, such as 48 Volts (V), 30 V, 28 V, or 24 V. The
first energy storage device 208 may be one or more batteries, such
as a plurality of Lithium (Li) including (containing) batteries
(e.g., Li--C--F), connected to provide the first predetermined
operating voltage. However, the first energy storage device 208 may
be another suitable type of energy storage device or have another
type of battery chemistry.
The second energy storage device 212 has a second predetermined DC
operating voltage that is different than the first predetermined
operating voltage, such as 12 V. However, the second energy storage
device 212 may have another suitable voltage, such as but not
limited to 48 V, 30 V, 28 V, or 24 V. The second energy storage
device 212 may be another one or more batteries, such as a single
12 V lead acid battery. However, the second energy storage device
212 may have another type of battery chemistry or be another
suitable type of energy storage device, such as a super capacitor
or a hybrid super capacitor.
A first set of vehicle electrical components operates based on the
first predetermined operating voltage and power from the first
energy storage device 208. The first set of vehicle electrical
components may include, for example but not limited to, the
electric motor 198, the starter motor 202, and/or other vehicle
electronic components 220.
An inverter power module 224 includes a plurality of switches. The
switches are switched to convert DC power from the first energy
storage device 208 into alternating current (AC) power and apply
the AC power to the electric motor 198 to drive the electric motor
198. For example, the inverter power module 224 may convert the DC
power from the first energy storage device 208 into 3-phase AC
power and apply the 3-phase AC power to windings of the electric
motor 198. A power control module 228 controls switching of the
switches of the inverter power module 224 to control application of
power to the electric motor 198.
One or more of the first set of vehicle electrical components may
also generate power, for example, to charge the first energy
storage device 208. For example, the inverter power module 224
converts AC power output by the electric motor 198 (e.g., by the
transmission 195 driving the electric motor 198) into DC power and
outputs the DC power, for example, to charge the first energy
storage device 208. The inverter power module 224 may output power
from the electric motor 198, for example, when a voltage output of
the electric motor 198 is greater than a voltage of the first
energy storage device 208. The power control module 228 may
maintain the switches open and operate as a rectifier (e.g., a
three-phase rectifier in the case of the electric motor 198 being a
three-phase motor) to convert AC power into DC power.
In various implementations, one or more filters are electrically
connected between the inverter power module 224 and the first
energy storage device 208. The one or more filters may be
implemented, for example, to filter power flow to and from the
first energy storage device 208. As an example, a filter including
one or more capacitors and resistors may be electrically connected
in parallel with the inverter power module 224 and the first energy
storage device 208.
FIG. 3 includes a schematic including an example implementation of
the inverter power module 224. High (positive) and low (negative)
sides 304 and 308 are connected to positive and negative terminals,
respectively, of the first energy storage device 208. The inverter
power module 224 is also connected between the high and low sides
304 and 308.
In the example of the electric motor 198 being a three-phase PM
electric motor, the inverter power module 224 may include three
legs, one leg connected to each phase of the electric motor 198. A
first leg 312 includes first and second switches 316 and 320. The
switches 316 and 320 each include a first terminal, a second
terminal, and a control terminal. Each of the switches 316 and 320
may be an insulated gate bipolar transistor (IGBT), a field effect
transistor (FET), such as a metal oxide semiconductor FET (MOSFET),
or another suitable type of switch. In the example of IGBTs and
FETs, the control terminal is referred to as a gate.
The first terminal of the first switch 316 is connected to the high
side 304. The second terminal of the first switch 316 is connected
to the first terminal of the second switch 320. The second terminal
of the second switch 320 may be connected to the low side 308. A
node connected to the second terminal of the first switch 316 and
the first terminal of the second switch 320 may be connected to a
first phase of the electric motor 198.
The power control module 228 (FIG. 2) may control switching of the
switches 316 and 320 using pulse width modulation (PWM) signals.
For example, the power control module 228 may apply PWM signals to
the control terminals of the switches 316 and 320. When on, power
flows from the first energy storage device 208 to the electric
motor 198 to drive the electric motor 198.
For example, the power control module 228 may apply complementary
PWM signals to the control terminals of the switches 316 and 320
when applying power from the first energy storage device 208 to the
electric motor 198. In other words, the PWM signal applied to the
control terminal of the first switch 316 is opposite in polarity to
the PWM signal applied to the control terminal of the second switch
320. Short circuit current may flow when the turning on of one of
the switches 316 and 320 overlaps with the turning off of the other
of the switches 316 and 320. As such, the power control module 228
may generate the PWM signals to turn both of the switches 316 and
320 off during a deadtime period before turning either one of the
switches 316 and 320 on. With this in mind, generally complementary
may mean that two signals have opposite polarities for most of
their periods when power is being output to the electric motor 198.
Around transitions, however, both PWM signals may have the same
polarity (off) for some overlap deadtime period.
The first leg 312 also includes first and second diodes 324 and 328
connected anti-parallel to the switches 316 and 320, respectively.
In other words, an anode of the first diode 324 is connected to the
second terminal of the first switch 316, and a cathode of the first
diode 324 is connected to the first terminal of the first switch
316. An anode of the second diode 328 is connected to the second
terminal of the second switch 320, and a cathode of the second
diode 328 is connected to the first terminal of the second switch
320. When the switches 316 and 320 are off (and open), power
generated by the electric motor 198 is transferred through the
diodes 324 and 328 when the output voltage of the electric motor
198 is greater than the voltage of the first energy storage device
208. This charges the first energy storage device 208. The diodes
324 and 328 form one phase of a three-phase rectifier.
The inverter power module 224 also includes second and third legs
332 and 336. The second and third legs 332 and 336 may be
(circuitry wise) similar or identical to the first leg 312. In
other words, the second and third legs 332 and 336 may each include
respective components for the switches 316 and 320 and the diodes
324 and 328, connected in the same manner as the first leg 312. For
example, the second leg 332 includes switches 340 and 344 and
anti-parallel diodes 348 and 352. A node connected to the second
terminal of the switch 340 and the first terminal of the switch 344
may be connected to a second phase of the electric motor 198. The
third leg 336 includes switches 356 and 360 and anti-parallel
diodes 364 and 368. A node connected to the second terminal of the
switch 356 and the first terminal of the switch 360 may be
connected to a third phase of the electric motor 198.
The PWM signals provided to the switches of the second and third
legs 332 and 336 may also be generally complementary per leg. The
PWM signals provided to the second and third legs 332 and 336 may
be phase shifted from each other and from the PWM signals provided
to the switches 316 and 320 of the first leg 312. For example, the
PWM signals for each leg may be phase shifted from each other by
120.degree. (360.degree./3).
Referring back to FIG. 2, the starter actuator module 204 and the
starter motor 202 are also connected between the high side 304 and
the low side 308 and, therefore, to the first energy storage device
208. The starter actuator module 204 generally applies power to the
starter motor 202 from the first energy storage device 208 to start
the engine 102.
A second set of vehicle electrical components operate based on the
second predetermined operating voltage of the second energy storage
device 212. The second set of vehicle electrical components may
include, for example, the generator 206 and/or other vehicle
electronic components 232. The other vehicle electronic components
232 may include, for example but not limited to, interior and/or
exterior lights of the vehicle, vehicle door locks, vehicle
instrumentation, vehicle power window actuators, accessory power
outlets of the vehicle (to which non-vehicle electrical components
may be connected), and/or other components.
As discussed above, the ECM 114 may shut down the engine 102 under
some circumstances when the driver has not input a key OFF command,
such as for an auto-stop/start event and for a sailing event. The
engine 102 may be later restarted when an engine startup command is
received before a next key ON command is received.
For example, a starter control module 236, via the starter actuator
module 204, engages the starter motor 202 with the engine 102 and
applies power to the starter motor 202 when an auto-start command
is received and when an engine start command is received at the end
of a sail event. Additionally, the starter control module 236
starts the engine when a key ON command is received. The starter
control module 236 may be implemented within the ECM 114, within a
body control module, independently, or within another module of the
vehicle.
If the voltage of the first energy storage device 208 falls below a
predetermined voltage while the engine 102 is shut down, the
starter motor 202 may not be able to start the engine 102. The
voltage of the first energy storage device 208 may fall below the
predetermined voltage, for example, when a fault is present in the
first energy storage device 208. The predetermined voltage may
correspond to a minimum voltage below which the starter motor 202
may not be able to start the engine 102. For example only, the
predetermined voltage may be approximately 26 V in various
implementations or another voltage that is less than the first
predetermined operating voltage.
According to the present application, a switch 240 is connected to
the positive (high) side of the second energy storage device 212.
The switch 240 may be implemented within the energy storage device
pack 216. The switch 240 may be, for example, IGBT, a relay, or
another suitable type of switch.
When the starter motor 202 may not be able to start the engine 102
while the engine 102 is off, a switch control module 244 closes the
switch 240. Closing the switch 240 connects the second energy
storage device 212 (the high, positive side) with a DC/DC converter
248. The negative (low) side of the second energy storage device
212 may be connected with the low side 308 as shown in FIG. 2 and
the low side 308 may be connected to a ground potential, such as a
vehicle body. In various implementations, the low sides of the
first and second energy storage devices 208 and 212 may be
separately connected to ground potentials, such as the vehicle
body.
When connected to the second energy storage device 212, the DC/DC
converter 248 converts the voltage of the second energy storage
device 212 to the first predetermined operating voltage and applies
the first predetermined operating voltage to the high side 304. For
example, in the example of the second energy storage device 212
being a 12 V battery and the first energy storage device 208 being
a 48 V battery (or battery pack), the DC/DC converter 248 converts
(i.e., boosts) the 12 V output of the second energy storage device
212 to 48 V and applies the resulting 48 V to the high side 304.
The starter motor 202 may then be able to start the engine 102.
The DC/DC converter 248 may be a boost DC/DC converter in the
example of the second predetermined operating voltage being less
than the first predetermined operating voltage. The DC/DC converter
248 may be a buck converter in the example of the second
predetermined operating voltage being greater than the first
predetermined operating voltage. The DC/DC converter 248 may be an
active (switched) DC/DC converter or a passive (non-switched) DC/DC
converter.
When the switch 240 is open, the DC/DC converter 248 is
disconnected from the second energy storage device 212 and does not
apply power to the high side 304 from the second energy storage
device 212. The switch 240 may be normally open and closed in
response to a signal from the switch control module 244. The DC/DC
converter 248 may be omitted in implementations where the starter
motor 202 can start the engine 102 utilizing the second
predetermined operating voltage.
A fault diagnostic module 252 diagnoses whether a fault is present
(e.g., in the first energy storage device 208) such that the
starter motor 204 may not be able to start the engine 102. The
fault diagnostic module 252 receives an engine signal 256
indicative of whether the engine 102 is on (running) or off (shut
down). The fault diagnostic module 252 may receive the engine
signal 256, for example, from the ECM 114.
When the engine signal 256 indicates that the engine 102 is off
(and a key OFF command has not been received), the fault diagnostic
module 252 may determine that the fault is present when a voltage
260 of the first energy storage device 208 is less than the
predetermined voltage. The fault diagnostic module 252 may
determine that the fault is not present when the voltage 260 is
greater than the predetermined voltage.
Additionally or alternatively, the fault diagnostic module 252 may
determine that the fault is present when a state of charge (SOC) of
the first energy storage device 208 is less than a predetermined
SOC. The starter motor 202 may not be able to start the engine 102
when the SOC of the first energy storage device 208 is less than
the predetermined SOC. As an example, the predetermined SOC may be
approximately 10%. The fault diagnostic module 252 may determine
that the fault is not present when the SOC of the first energy
storage device 208 is greater than the predetermined SOC.
A voltage sensor 262 measures the voltage 260 of the first energy
storage device 208. For example, the voltage sensor 262 may measure
a voltage across the positive and negative terminals of the first
energy storage device 208 or the high and low sides 304 and 308.
The fault diagnostic module 252 may determine the SOC of the first
energy storage device 208 based on the voltage of the first energy
storage device 208 and/or current 268 to and from the first energy
storage device 208. For example, the fault diagnostic module 252
may determine the SOC using one of a lookup table and an equation
that relates voltages of the first energy storage device 208 to
SOCs of the first energy storage device 208.
A current sensor 264 measures the current 268 to and from the first
energy storage device 208. An example location of the current
sensor 264 is shown in the example of FIG. 2, however, the current
sensor 264 may be located in another suitable location.
The fault diagnostic module 252 may determine the SOC additionally
or alternatively based on the current 268 to and from the first
energy storage device 208. For example, the fault diagnostic module
252 may determine a mathematical integral of the current 268 over
each predetermined period and add the integration results to
determine the SOC. As another example, the fault diagnostic module
252 may scale or offset the voltage 260 based on the current 268,
the scalar of offset determined based on the current 268, and
determine the SOC using one of a lookup table and an equation that
relates these scaled or offset voltages to SOCs of the first energy
storage device 208. The fault diagnostic module 252 may determine
the SOC further based on a temperature of the first energy storage
device 208. The temperature may be, for example, measured using a
temperature sensor. The SOC may be provided as a percentage between
0% indicative of 0 charge (i.e., completely discharged) and 100%
indicative of the first energy storage device 208 being completely
charged.
The fault diagnostic module 252 stores a fault indicator 272 in
memory 276 based on the diagnosis. The fault indicator 272
indicates whether the fault is present or not. As such, the fault
indicator 272 also indicates whether or not the starter motor 202
may not be able to start the engine 102. For example, the fault
diagnostic module 252 may set the fault indicator 272 to a first
state when the fault is present and set the fault indicator 272 to
a second state when the fault is not present.
A monitoring module 280 may monitor the memory 276 and illuminate a
malfunction indicator light (MIL) 284 when the fault indicator 272
is in the first state. In other words, the monitoring module 280
may illuminate the MIL 284 when the fault is diagnosed. One or more
other remedial actions may also be taken when the fault is
diagnosed. For example, when the fault is diagnosed, the ECM 114
may limit performance of engine shutdowns to only when key OFF
commands are received from the driver. As such, the ECM 114 may
avoid shutting down the engine 102 between a key ON command and a
next key OFF command. For example, the ECM 114 may not shut down
the engine 102 for auto-stop commands or for sail events.
The switch control module 244 closes the switch 240 when the fault
is diagnosed. For example, the switch control module 244 may close
the switch 240 when the fault diagnostic module 252 sets the fault
indicator 272 to the first state. The switch control module 244
maintains the switch 240 open when the fault is not present.
As discussed above, closing the switch 240 connects the DC/DC
converter 248 with the second energy storage device 212, and the
DC/DC converter 248 outputs power for the starter motor 202 based
on power output by the second energy storage device 212. The
starter control module 236 therefore applies power to the starter
motor 202 from the second energy storage device 212 when the fault
is diagnosed. For example, the starter control module 236 may
engage the starter motor 202 and apply power to the starter motor
202 a predetermined period after the switch 240 is closed or the
fault is diagnosed. This may be performed, for example, to allow
the output of the DC/DC converter 248 to reach or become within a
predetermined voltage of the first predetermined operating
voltage.
In various implementations, the starter control module 236 may wait
to start the engine 102 to receive an engine startup command, such
as an auto-start command or an engine start command for the end of
a sail event. Power may be consumed from the second energy storage
device 212, however, while waiting. To maximize the possibility of
being able to start the engine 102, the starter control module 236
may therefore start the engine 102 and not wait for receipt of an
engine startup command, such as an auto-start command or an engine
start command for the end of a sail event.
FIG. 4 is a flowchart depicting an example method of diagnosing a
fault and starting the engine 102. Control begins when the vehicle
is on pursuant to receipt of a key ON command from a driver and
before the next key OFF command is received from the driver. At
404, the fault diagnostic module 252 determines whether the engine
102 is ON. The ECM 114 may shut down the engine 102 before the next
key OFF command is received, for example, for a sail event and/or
for the auto-stop portion of an auto-stop/start event. If 404 is
true (i.e., the engine 102 is ON), the switch control module 244
maintains the switch 240 open at 408, and control may end. When the
switch 240 is open, the high side of the second energy storage
device 212 is electrically isolated from the DC/DC converter 248,
the high side of the first energy storage device 208, and the high
side 304. If 404 is false (i.e., the engine 102 is shut down or
OFF), control continues with 412.
At 412, the fault diagnostic module 252 may determine whether the
voltage 260 of the first energy storage device 208 is greater than
the predetermined voltage. Additionally or alternatively, the fault
diagnostic module 252 may determine whether the SOC of the first
energy storage device 208 is greater than the predetermined SOC. If
412 is true, the fault diagnostic module 252 indicates that the
fault is not present at 416 and control transfers to 408, as
discussed above. If 412 is false, control continues with 420.
The fault diagnostic module 252 generates the fault indicator 272
to indicate that the fault is present at 420. For example, the
fault diagnostic module 252 may set the fault indicator 272 to the
first state. The fault indicator 272 may be a predetermined
diagnostic trouble code (DTC) associated with the fault and may be
stored in the memory 276.
At 424, based on the diagnosis of the fault, the switch control
module 244 closes the switch 240. For example, the switch control
module 244 may close the switch 240 in response to the fault
diagnostic module 252 setting the fault indicator 272 to the first
state.
When the switch 240 is closed, the DC/DC converter 248 is connected
to the high side of the second energy storage device 212. At 428,
the DC/DC converter 248 converts the voltage of the second energy
storage device 212 toward or to the first predetermined operating
voltage and outputs the resulting voltage to the high side 304. At
432, when the fault is diagnosed and the switch 240 is closed, the
starter control module 236 applies power to the starter motor 202
to start the engine 102 using power from the second energy storage
device 212. When the fault is diagnosed, the starter motor 202 may
not be able to start the motor via drawing power from only the
first energy storage device 208.
At 436, when the fault is diagnosed, one or more other remedial
actions may be performed. For example, the ECM 114 may limit
performance of engine shutdowns to instances when key OFF commands
are received. For example, the ECM 114 may not shut down the engine
102 for auto-stop/start events and may not shut down the engine 102
for sail events. Additionally or alternatively, the monitoring
module 280 may illuminate the MIL 284 when the fault is diagnosed.
Control may then end. While the example of FIG. 4 is shown and
discussed as ending, FIG. 4 may be illustrative of one control loop
and control may return to 404. Control loops may be started every
predetermined period during the period between each key ON command
and the next key OFF command.
The foregoing description is merely illustrative in nature and is
in no way intended to limit the disclosure, its application, or
uses. The broad teachings of the disclosure can be implemented in a
variety of forms. Therefore, while this disclosure includes
particular examples, the true scope of the disclosure should not be
so limited since other modifications will become apparent upon a
study of the drawings, the specification, and the following claims.
It should be understood that one or more steps within a method may
be executed in different order (or concurrently) without altering
the principles of the present disclosure. Further, although each of
the embodiments is described above as having certain features, any
one or more of those features described with respect to any
embodiment of the disclosure can be implemented in and/or combined
with features of any of the other embodiments, even if that
combination is not explicitly described. In other words, the
described embodiments are not mutually exclusive, and permutations
of one or more embodiments with one another remain within the scope
of this disclosure.
Spatial and functional relationships between elements (for example,
between modules, circuit elements, semiconductor layers, etc.) are
described using various terms, including "connected," "engaged,"
"coupled," "adjacent," "next to," "on top of," "above," "below,"
and "disposed." Unless explicitly described as being "direct," when
a relationship between first and second elements is described in
the above disclosure, that relationship can be a direct
relationship where no other intervening elements are present
between the first and second elements, but can also be an indirect
relationship where one or more intervening elements are present
(either spatially or functionally) between the first and second
elements. As used herein, the phrase at least one of A, B, and C
should be construed to mean a logical (A OR B OR C), using a
non-exclusive logical OR, and should not be construed to mean "at
least one of A, at least one of B, and at least one of C."
In the figures, the direction of an arrow, as indicated by the
arrowhead, generally demonstrates the flow of information (such as
data or instructions) that is of interest to the illustration. For
example, when element A and element B exchange a variety of
information but information transmitted from element A to element B
is relevant to the illustration, the arrow may point from element A
to element B. This unidirectional arrow does not imply that no
other information is transmitted from element B to element A.
Further, for information sent from element A to element B, element
B may send requests for, or receipt acknowledgements of, the
information to element A.
In this application, including the definitions below, the term
"module" or the term "controller" may be replaced with the term
"circuit." The term "module" may refer to, be part of, or include:
an Application Specific Integrated Circuit (ASIC); a digital,
analog, or mixed analog/digital discrete circuit; a digital,
analog, or mixed analog/digital integrated circuit; a combinational
logic circuit; a field programmable gate array (FPGA); a processor
circuit (shared, dedicated, or group) that executes code; a memory
circuit (shared, dedicated, or group) that stores code executed by
the processor circuit; other suitable hardware components that
provide the described functionality; or a combination of some or
all of the above, such as in a system-on-chip.
The module may include one or more interface circuits. In some
examples, the interface circuits may include wired or wireless
interfaces that are connected to a local area network (LAN), the
Internet, a wide area network (WAN), or combinations thereof. The
functionality of any given module of the present disclosure may be
distributed among multiple modules that are connected via interface
circuits. For example, multiple modules may allow load balancing.
In a further example, a server (also known as remote, or cloud)
module may accomplish some functionality on behalf of a client
module.
The term code, as used above, may include software, firmware,
and/or microcode, and may refer to programs, routines, functions,
classes, data structures, and/or objects. The term shared processor
circuit encompasses a single processor circuit that executes some
or all code from multiple modules. The term group processor circuit
encompasses a processor circuit that, in combination with
additional processor circuits, executes some or all code from one
or more modules. References to multiple processor circuits
encompass multiple processor circuits on discrete dies, multiple
processor circuits on a single die, multiple cores of a single
processor circuit, multiple threads of a single processor circuit,
or a combination of the above. The term shared memory circuit
encompasses a single memory circuit that stores some or all code
from multiple modules. The term group memory circuit encompasses a
memory circuit that, in combination with additional memories,
stores some or all code from one or more modules.
The term memory circuit is a subset of the term computer-readable
medium. The term computer-readable medium, as used herein, does not
encompass transitory electrical or electromagnetic signals
propagating through a medium (such as on a carrier wave); the term
computer-readable medium may therefore be considered tangible and
non-transitory. Non-limiting examples of a non-transitory, tangible
computer-readable medium are nonvolatile memory circuits (such as a
flash memory circuit, an erasable programmable read-only memory
circuit, or a mask read-only memory circuit), volatile memory
circuits (such as a static random access memory circuit or a
dynamic random access memory circuit), magnetic storage media (such
as an analog or digital magnetic tape or a hard disk drive), and
optical storage media (such as a CD, a DVD, or a Blu-ray Disc).
The apparatuses and methods described in this application may be
partially or fully implemented by a special purpose computer
created by configuring a general purpose computer to execute one or
more particular functions embodied in computer programs. The
functional blocks, flowchart components, and other elements
described above serve as software specifications, which can be
translated into the computer programs by the routine work of a
skilled technician or programmer.
The computer programs include processor-executable instructions
that are stored on at least one non-transitory, tangible
computer-readable medium. The computer programs may also include or
rely on stored data. The computer programs may encompass a basic
input/output system (BIOS) that interacts with hardware of the
special purpose computer, device drivers that interact with
particular devices of the special purpose computer, one or more
operating systems, user applications, background services,
background applications, etc.
The computer programs may include: (i) descriptive text to be
parsed, such as HTML (hypertext markup language), XML (extensible
markup language), or JSON (JavaScript Object Notation) (ii)
assembly code, (iii) object code generated from source code by a
compiler, (iv) source code for execution by an interpreter, (v)
source code for compilation and execution by a just-in-time
compiler, etc. As examples only, source code may be written using
syntax from languages including C, C++, C#, Objective-C, Swift,
Haskell, Go, SQL, R, Lisp, Java.RTM., Fortran, Perl, Pascal, Curl,
OCamI, Javascript.RTM., HTML5 (Hypertext Markup Language 5th
revision), Ada, ASP (Active Server Pages), PHP (PHP: Hypertext
Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash.RTM.,
Visual Basic.RTM., Lua, MATLAB, SIMULINK, and Python.RTM..
None of the elements recited in the claims are intended to be a
means-plus-function element within the meaning of 35 U.S.C. .sctn.
112(f) unless an element is expressly recited using the phrase
"means for," or in the case of a method claim using the phrases
"operation for" or "step for."
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